Carbureter for explosion-motors.



F. BAVEREY.

GARBURETER FOR EXPLOSION MOTORS.

APPLICATION FILED um. 20, 1907.

907,953. Patented Dec. 29, 1908.

3 SHEETS-SHEET 1.

//v Vin/T P W1 T/VES BAVEREY. GABBURETER FOB EXPLOSION MOTORS.

AIPLIOATIOH FILED MAR; 26, 1907.

Patented Dec. 29, 1908.

3 SHEETS-SHEET 2.

I M I I w. m I I 0 ril W/ 72/55 SE5 F. BAVERBY. GABBU'EETER FOR EXPLOSION MOTORS.

APPLICATION FILED MAR. 26, 1907.

Patented Dec. 29, 1902;

3 SHEETS-SHEET 3.

m mzu Q g w, z 14 \NWIWIH IHi l K J M ill I N nwf .l I t l v u k 3 w 5% g H m ii. E w N N V/V T W/ T/VES SE5 FRANCOIS B-AVEREY, OF OULLI NS, FRANCE GARBURETER FOR EXPLOSION-MOTORS.

Specification of Letters Patent.

- Patented Dec. 29, 1908.

Application filed March 26, 1907. Serial 1:10. 364,702.

To all whom it may concern:

Be it known that I, FRANooIs BAVEREY, a citizen of the French Republic, residing at Oullins, Rhone Department, in France, have invented a certain new and useful Carbureter for Explosion-Motors, of which the following is a specification.

With ordinary spray carbureters the proportion of fuel in the mixture increases with the speed of the motor, the passage of fuel through the orifice leadin into the suction conduit being not uniform y pro ortional to the quantity of air sucked into t e conduit, but increasing on acceleration of the motor at a higher rate than the quantity of air, ow- 111 at igh spec The purpose of the present invention is to remove this disadvantage and to render the proportions of the mixture constant at all speeds of the motor. For this purpose there is used, in conjunction with a supply nozzle the feed of which increasestoo ra idl with increasing speed, a supply nozzle t e eed of which increases either at a lower than the normal rate or preferably not at all. These two nozzles can be so regulated that the aggregate amount of fuel passing through them increases in the same proportion as the quantity of air sucked in, so that the richness of the mixture remains constant.

Several forms of construction embodying the invention are illustrated in the annexed drawing, in which- Figure 1 is a vertical section of a carbureter with two parallel nozzles and Fig. 2 a vertical section of a carbureter with two concentric nozzles. Fig. 3 is a vertical section illustrating a modification of the compensating device, and Fig. 4 is a section on the line AA of Fig. 3. Fig. 5 is a sectional view of a carbureter in which the arrangements shown in Figs. 2 to 4 are combined, and Fig. 6 is a section on the line BB of Fig. 5.

Referring to Fig. 1, air enters the vertical carburetor a through the orifice b, and the mixture passes out of the oa'rbureter through the orificed, p being the throttle which com trols the supply of mixture to the cylinder.

The fuel-chamber 'v, in which the liquid-level is kept constant by known means not illus-- trated, supplies fuel to the two nozzles 'g and h, which terminate in the constricted part of the carburetor.

to the higher degree of vacuum producedv is supplied through the orifice e.

The nozzle 1 is fed in the usual manner by the tube 0 and the discharge therefrom is regulated by known means.

h is the compensating nozzle, and the discharge thcrefrom per unit of time remains constant. Various devices may be used to secure this result, for example the tube 3' open to the atmosphere and proflccting upwards from the tubel leading to t in nozzle 71.. Fuel enters the tube through the small orifice i at a constant ressure and is sucked throughthe nozzle it by the motor. The orifice i is controlled by a needle-valve or equivalent known device, together with the nozzle 9, so that the combined feed through the two nozzles produces uniform carburization at the highest and lowest speeds of the motor.

It will be apparent that the rate of outflow from ajutage or nozzle k can be greater than the delivery from the nozzle'i until the fuel in reservoir is exhausted, and therefore up to this point the flow from nozzle 71. can be variable. After this point is reached the rate of flow from nozzle it will be constant irrespective of the speed of-the motor as it depends for its supply on the fuel coming from nozzle '5 and having no surplus of fuel in the reservoir 7' to draw from. If upon cranking the engine, all surplus which has accumulated in reservoir 7' is removed and the valve controlling the nozzle or orifice i is so set that at the lowest speed at which both pipes g and Z added together form a perfect mixture, no fuel will accumulate in reservoir 7' but will be taken therefrom as fast as delivered from nozzle or orifice i, and the delivery from nozzle it will be constant.

' In .Fig. 2, which illustrates a carburetor with concentric nozzles, a is the body of the carbureter', to which air, heated if necessary, After flowing past the nozzles gand h and being carbureted this: air flows through the orifice d to the motor, the flow being controllable by liquid level in the chamber and this level is kept constant by means of a float and valve of known construction. Changes of speed do not affect the feed through the orifice i, and

- the suction at the small annular orifice at s lower part of .the tube j.

- placed at u, that it'is closed b merely has the effect of drawing fuel into vthe carbureter at the rate at which fuelnormally passes through the orifice i into the If the quantity of fuel passing through the orifice 11 per unit of time is smaller. than the quantity which the suction at s is capable of removing, air-bubbles enter the conduit f, but no inconvenience arises therefrom. The apertures at the upper part k of the tube are gauze'covered to prevent the entrance of dust. The part 7c serves as center of rotation" for the flat spring 1' which bears on the cover it of the fuel-chamber to hold the said cover in position. By giving a-quarter of a turn to the spring the cover is released so that it can be removed by hand. One end of the spring 1* is adapted to enter the groove as provided in the conical parta, andserves to hold the latter in ositron. p

In t e construction illustrated in Figs. 3 and 4 the nozzle g directly communicates with the fuel chamber vby means of the con duit c and thecom ensatrng fuel-orifice is so the lower edge of the carbureter throttle w en the latter is closed. The orifice u communicates by means of a conduit n and orifice f with the tube j, which is open to the atmosphere. The

amount of fuel required to correct the feed.

through the nozzle 9' enters the lower end of the tube 1' through the orific'ei, the said fuel being supplied from the fuel chamber '0 through the conduits m and c. In this case also the flow of fuel through the orifice ifpler unit of time remains constant, and the el is. sucked from the lower end of the tube through the conduit n 'tothe orifice u. The

- reason for arranging the latter in the position shownand described is ;to utilize, for the urpose of suction at the compensatingorifice, the rapid flow of air between the carburet'er wall and the throttle when. the latter is partly closed, so that the fuel passing through the orifice i is rapidly removed and converted into spray.

The constriiction'illustrated Figsl5 and 6 combines the essential features of the constructionsshown in Figs. 2 to 4.

In Figs. 5 and 6 9 represents the ordinarnozzle, and the fuel passing through the orifice i at a uniform rate can enter the carbureter b two paths. 'One of these aths is the annu ar passage h, through whic alone the compensating fuel flows to the carbureter when the motor is working normally, the said passage conirnunicating with the duct f which terminates at the bottom of the tube 1', a certain distance below the orifice f. The other path is the conduit n leading from the orifice f to the orifice u, and this path is used when the motor is running idly at very low speed. When this is the case the quantity of fuel required b the motor is very small, and the force 0 suction in the passage'h is smaller than the weight of a column of fuel of the height H (Fig. 5), so that the passage h does not carry off all the fuel which passes through the orifice i. Fuel therefore accumulates in the lower part of the tube 9' until its level'reaches the orifice f, whereupon the said fuel is drawn into the carbureter b the powerful suction in the conduit n. I en the compensating fuel is supplied through the annular passage it alone, as is usually the case, a small quantity of air passes through the orifice at, but owing to the smallness of the latter this quantity of air is too small to interfere with the proper working of the carbureter. In all the forms of construction described the tube 1' becomes filled with fuel to the level of the fuel in the fuelchamber when the motor stops. On starting the motor the fuel thus accumulated is removed by a few turns of the crank, and facilitates the starting of the engine.

What I clairnas my invention and desire to secure by Letters Patent of the United States is 1. In a carbureter the combination of a suction controlled fuel feed jet with an additional fuel feed regulated to give a constant supplv per unit of. time.

' 2. In a carbureter thecombination of a suction controlled fuel feed jet, a constant level supply chamber therefor, an additional jet and means for supply to said additional jet constructed to permit of delivering equal quantities in equal time intervals.

- 3. In a carbureter the combination of a suction controlled fuel feed jet, a constant level supply chamber therefor, an additional jet anda chamber open to the atmosphere into which fuel is delivered at'a uniform rate and from which it is drawn as'fast as sup: plied.

4. In 'a-carburettor the combination of a suction controlled fuel feed jet with an additional fuel feed regulated to give a constant supply per unit of time, thetwo jets being relatively proportioned so that their combined supply is proportional to the air sup- P Y- 5. In a carbureter the combination of a I level supply chamber therefor, an additional jet and a chamber connected to the latter 5 and open to the atmosphere and to which fuel is delivered at a uniform rate, e suction I a throttle therein and a passage from In said reservoir to the suction pipe in proximity to the throttle.

In witness whereof I have signeq this spec- ,7 5 suction controlled fuel feed jet, a constant ification in the presence of two witnesses.

\Vitnesses FRANQOIS BAVEREY.

GASTON JEANNIAUX, MARIN VACHOY. 

